System and apparatus for dynamic pavement markings

ABSTRACT

A method includes positioning one or more roadway sensors and a plurality of a networked array of light emitting diode (LED) raised pavement markers on a road. Sensors proximate the road are associated with a network of road marking controllers that cooperate to control the LEDs as vehicles drive on the road. The LEDs operate as a networked array of roadway lane marking lights. The road marking controller(s) determine a distance between a vehicle on the road and the roadway sensor, determine a dynamic condition associated with the vehicle that changes with respect to time, and lights the plurality of LEDs based at least in part on the distance between the vehicle and the roadway sensor and the dynamic condition associated with the vehicle. Dynamic conditions for operating the LED lighting scheme can include vehicle velocity, a date, a time, a weather condition proximate the vehicle, and other factors.

TECHNICAL FIELD

The present disclosure relates to interactive roadway systems, and moreparticularly, to computer-controlled dynamic pavement with interactivemarking.

BACKGROUND

Driving motor vehicles can be difficult in some situations where adriver's view of the road and surroundings is geographically constrainedand thus the available time to react to hazardous road and weatherconditions are limited. For example, driving speed on a two-lane roadmay be encumbered by slow-moving vehicles, which may lead cars followingthe slow traffic to attempt to pass the slow-moving vehicles in the lanereserved for oncoming traffic. While this practice may be generally safein some limited circumstances, in mountainous areas and other placeswith a limited view, passing slow traffic using two lane highways can bedifficult. Further, in situations where emergency vehicles such asambulances, fire trucks, and police cars must take priority control ofthe roadway, quick access to the emergency area may be unnecessarilyslowed as the non-emergency traffic attempt to clear a path for theemergency vehicles to pass.

BRIEF DESCRIPTION OF THE DRAWINGS

The detailed description is set forth with reference to the accompanyingdrawings. The use of the same reference numerals may indicate similar oridentical items. Various embodiments may utilize elements and/orcomponents other than those illustrated in the drawings, and someelements and/or components may not be present in various embodiments.Elements and/or components in the figures are not necessarily drawn toscale. Throughout this disclosure, depending on the context, singularand plural terminology may be used interchangeably.

FIG. 1 depicts communication between a vehicle and a computer controllerassociated with a smart road in accordance with an embodiment.

FIG. 2 depicts a partial cross-section of a patch of pavement in thesmart road of FIG. 1 in accordance with an embodiment.

FIG. 3 depicts an illustrative smart road computing environment in whichmethods and structures for providing the examples disclosed herein maybe implemented.

FIG. 4 depicts an example smart road with a computer-controlled networkof raised pavement markers in accordance with an embodiment.

FIG. 5 depicts an example network of raised pavement markers inaccordance with an embodiment.

FIG. 6 depicts an example smart road marking controller in accordancewith an embodiment.

FIG. 7 depicts an example smart road and computer-controlled network ofraised pavement markers in accordance with an embodiment.

FIG. 8 depicts another smart road configuration according to anembodiment of the present disclosure.

FIG. 9 depicts another smart road configuration according to anembodiment of the present disclosure.

FIG. 10 is a flow diagram of an example method for controlling a smartroad according to an embodiment of the present disclosure.

DETAILED DESCRIPTION Overview

The systems and methods disclosed herein are directed to smart roadsthat include light emitting diode (LED) lane dividers, or other opticalelements, instead of conventional reflective lane dividers. The smartroads can be configured with computer controllers that dynamicallyupdate the LEDs based on information broadcast by transceivers installedonboard the vehicles that use the smart roads. The vehicles may transmitinformation through a “vehicle-to-meshed LED” network. The informationcan include lane marking distances, vehicle types, numbers of lanesrequired for particular vehicle types, requests for specialty colorschemes on the roadway, and other data. In one example, the LEDs maychange the lane divider color to red or blue if an emergency vehicle isapproaching. In another example, the controllers may utilize the LEDs toautomatically adjust a number of lanes that may be used in a particulardirection based on the time of day and/or vehicle traffic level.

In some embodiments, the controllers may illuminate the LED lane markerswhen a vehicle configured to broadcast a communicative signal isapproaching. For example, the LEDs within a few hundred feet of anoversized vehicle may be automatically adjusted so that the vehicle isprovided with an extra wide lane, whereas the vehicles traveling behindthe oversized vehicle would continue to see the original normal-sizedtwo-lane configuration.

In some embodiments of the present disclosure, a method can includepositioning one or more roadway sensors and a plurality of a networkedarray of light emitting diodes (LEDs) into a smart road. The LEDs may beconfigured as raised pavement markers on the surface of the smart road.Sensors proximate to the road may be associated with a network of roadmarking controllers that together cooperate to control the LEDs asvehicles drive on the smart road. The LEDs can operate as a networkedarray of roadway lane marking lights. The road marking controller(s) maydetermine a distance between a vehicle traveling on the road and theroadway sensor, determine a dynamic condition associated with thevehicle that changes with respect to time, and light the plurality ofLEDs on the smart road within a predetermined range of the vehicle basedat least in part on the distance between the vehicle and the roadwaysensor and the dynamic condition associated with the vehicle. Dynamicconditions for operating the LED lighting scheme can include vehiclevelocity, a date, a time, weather conditions proximate to the vehicle,and other factors. In some aspects of embodiments described herein, thetechniques and hardware described may lead to a reduction of vehiculartraffic accidents because the vehicular range of view is not undulyimpeded by blind spots. In other aspects, a disclosed method includespositioning one or more roadway sensors and a networked array of lightemitting diode (LED) raised pavement markers (RPMs) on a smart road.Sensors proximate to the road are associated with a network of roadmarking controllers that together cooperate to control the LEDs asvehicles drive on the road. The LEDs may be configured and/or programmedto operate as a networked array of roadway lane marking lights. Aplurality of road marking controller(s) may determine distances betweenparticular vehicles on the road and the roadway sensors. The smart roadcontrollers may also determine dynamically-changing traffic conditionsassociated with the vehicle that change with respect to time of day, andlight the plurality of LEDs based at least in part on a predetermineddistance between the vehicle and the roadway sensor and the dynamiccondition associated with the vehicle. Dynamic conditions for operatingthe LED lighting scheme can include vehicle velocity vector, dateinformation, time information, weather conditions proximate to thevehicle, and other factors. Disclosed embodiments may reduce trafficaccidents by providing dynamic illuminated road markings that adapt totraffic, vehicle types, and emergency situations.

These and other advantages of the present disclosure are provided ingreater detail herein.

Illustrative Embodiments

The disclosure will be described more fully hereinafter with referenceto the accompanying drawings, in which exemplary embodiments of thedisclosure are shown, and which are not to be construed as limiting.

FIG. 1 illustrates a schematic view of a smart road system 100 and avehicle(s) 105 disposed proximate to the smart road system 100. As usedherein, a “smart road” and “smart pavement” may refer to a road and/orroad portions configured to communicate information about objectsinteracting with the road, such as information about one or morevehicle(s) 105 disposed thereon. The smart road system 100 may alsoshare information with the vehicle(s) 105 by sending and/or receivingdigital communications via one or more wireless transceivers embedded inthe smart road and/or integrated with a road marking controller(s) 120.In certain instances, a plurality of smart pavement panels can be joinedtogether to form a road network. The road network can be configured toreceive signals from one or more vehicle(s) 105. The road network 106can relay the signals or instructions obtained from the signals to othernearby vehicle(s) 105 or equipment on the road. For example, the roadnetwork 106 may include a number of transmitters disposed about each ofthe smart pavement panels for communicating with vehicles thereon. Thetransmitters may also communicate with other computing devices over anetwork, (e.g., cellular, satellite, Wi-Fi, Bluetooth®, near fieldcommunication (NFC), etc.).

As used herein “smart” devices and objects may refer to objectsconfigured for and/or programmed to dynamically change at least oneproperty as an interactive response to an input from various agents suchas, for example, one or more other smart devices, computing systems,objects, people, animals, environmental conditions, etc. Smart devicesand objects generally include one or more onboard data processor(s) andinstructions for performing one or more acts in a practical application.For example, smart devices and objects may include and/or be embeddedwith processors, sensors, software, etc. and have data connectivity thatallow data to be exchanged between the onboard processor(s) and othersystems. Smart device connectivity also enables some features of theproduct to exist remotely from the physical device, in what is known asthe product cloud. The data collected from these products can then beanalyzed to inform decision-making, enable operational efficiencies andcontinuously improve the performance of products, improve functionalityof computing system(s), enhance safety in the operational environment,and provide other practical benefits in the application of the smartdevices with respect to the embodiments disclosed herein.

The smart road system 100 may be a smart object as introduced above, andas such, may include one or more road marking controller(s) 120communicatively coupled with one or more sensor(s) 125 disposedproximate a driving surface 145 for the vehicle(s) 105. An automotivecomputing system 130 installed onboard the vehicle(s) 105 may wirelesslycommunicate information such as, for example, vehicle information 150,with the road marking controller(s) 120 using one or more transmitter(s)135. The wireless communications may take place via one or more wirelesscommunication channel(s) 140, which may be and/or include encrypted andnon-encrypted packets. The wireless communication channel(s) 140 may beformed between the automotive computing system 130 and/or thetransmitter(s) 135, and the road marking controller(s) 120 via thesensor(s) 125 as the vehicle(s) 105 drives on the driving surface 145 ofthe smart road system 100.

The transmitter(s) 135 may be “radio-frequency identification (RFID)devices that can include digital data encoded in RFID tags or smartlabels that may be captured by a RFID reader through radio waves. Forexample, the vehicle information 150 may be encoded as smart labelinformation stored directly on the transmitter(s) 135. In one exampleembodiment, the RFID tags may be passive such that they are configuredto receive passive energy from a nearby RFID reader (e.g., theautomotive computing system 130 and/or the sensor(s) 125). In anotherembodiment, the RFID tags may be active tags in that they are configuredto receive energy from a wired computing system attached to the devices.

In another embodiment, the transmitter(s) 135 may be configured tocommunicate the vehicle information 150 using other wirelesscommunication protocols. For example, the transmitter(s) 135 may be oneor more cellular telecommunications transceiver(s), a Wi-Fi transceiver,a Bluetooth® transceiver, a near field communication (NFC) transceiver,etc., where the vehicle information 150 is stored in computer-readablememory (not shown in FIG. 1) associated with the automotive computingsystem 130.

FIG. 2 depicts a partial cross-section of a smart road portion 200,which may be a panel/portion of the smart road system 100, in accordancewith an embodiment. The smart road system 100 may include one or morelocating pin(s) 205, the one or more sensor(s) 125 connected in anetwork, and one or more access port(s) 215 and 220 for communicativelycoupling the sensor(s) 125 with the road marking controller(s) 120(depicted in FIG. 1).

In one embodiment, the smart road portion 200 may be configured as oneor more modular panels that may be fabricated on or off-site andinstalled together on the topmost surface of the smart road system 100.In an embodiment, the one or more locating pin(s) 205 can mate withmatching locating conduits that connect multiple smart road portions.The locating pin(s) 205 may also align the smart road portion 200 withan adjacent connecting smart road portion (not shown in FIG. 2) suchthat the access port(s) 215 and/or 220 are aligned with mating port(s)(not shown in FIG. 2).

For example, the smart road portion 200 is shown with a plurality ofaccess ports, including the access port 215 and the access port 220. Theaccess port(s) 215 and 220 may house one or more sensors, processors,antennae, or other equipment (not shown in FIG. 2) for road markingcontrol and other control aspects of the smart road system 100. Theaccess ports 215 and 220 can be accessed, for instance, during roadmaintenance and upkeep.

In another embodiment, the smart road portion 200 can include a vehicledetection system 210. The vehicle detection system 210 can be adapted todetect the presence or location of one or more vehicle(s) 105 relativeto the pavement patch 225. In a particular embodiment, the vehicledetection system 210 can include a fiber optic strain mesh laminated tothe slab of the pavement patch 225. The fiber optic strain mesh can beadapted to detect the position of vehicle tires (not shown in FIG. 2)relative to the smart road portion 200.

FIG. 3 depicts an illustrative smart road computing environment 300 inwhich example embodiments disclosed herein may be implemented. Thecomputing environment 300 can include one or more vehicle(s) 305, anautomotive computing system 310 onboard the vehicle(s) 305, and a smartroad system 100, which may include a plurality of road markingcontroller(s) 120A, 120B, and 120C (collectively “road markingcontroller(s) 120”). The road marking controller(s) 120 may becommunicatively coupled with the vehicle(s) 305 via one or morenetwork(s) 325, which may communicate the vehicle information 150 viaone or more wireless communication channel(s) 140.

The vehicle(s) 305 may be substantially similar and/or identical to thevehicle(s) 105 depicted in FIG. 1. Although illustrated as a passengervehicle, the vehicle(s) 305 may take the form of another type of privatepassenger vehicle or commercial vehicle configured with thetransmitter(s) 135 described in FIG. 1. For example, the vehicle(s) 105and/or 305 may be a car, a truck, a sport utility vehicle, a crossovervehicle, a van, a minivan, a taxi, a bus, construction equipment,emergency equipment, etc. Further, the vehicle(s) 305 may be a manuallydriven vehicle, and/or be configured to operate in a fully autonomous(e.g., driverless) mode or partially autonomous mode.

The road marking controller(s) 120, described in greater detail withrespect to FIG. 4, may communicate with the vehicle(s) 305 through theone or more wireless communication channel(s) 140. The wirelesstransmitter(s) (not shown in FIG. 3) may communicate the vehicleinformation 150 using a wireless communication network configured and/orprogrammed to create the wireless communication channel(s) 140, such as,for example, the network(s) 325.

The network(s) 325 depicted in FIG. 3 are an illustration of onepossible communication infrastructure in which the connected devices inthe computing environment 300 may communicate with each other. Thenetwork(s) 325 may be or include networks such as the Internet, aprivate network, public network or other configuration that operatesusing any one or more known communication protocols such as, forexample, transmission control protocol/Internet protocol (TCP/IP),Bluetooth®, Wi-Fi, and cellular technologies such as Time DivisionMultiple Access (TDMA), Code Division Multiple Access (CDMA), High SpeedPacket Access (HSPDA), Long-Term Evolution (LTE), Global System forMobile Communications (GSM), and Fifth Generation (5G), to name a fewexamples. Moreover, in some aspects, the network(s) 325 may include nearfield communication protocols.

The automotive computing system 310 may include one or more processor(s)315 and a computer-readable memory 318. The automotive computing system310 may also include or be communicatively connected with a telematicscontrol unit 320.

The automotive computing system 310 may be installed in an enginecompartment of the vehicle(s) 305 (or elsewhere in the vehicle(s) 305).The automotive computing system 310 may include, in one example, the oneor more processor(s) 315, and a computer-readable memory 318. For thesake of simplicity, the computing system architecture depicted in theautomotive computing system 310 may omit certain computing architecturesand controlling modules. In other example embodiments, the telematicscontrol unit 320 may be integrated with and/or be incorporated with theautomotive computing system 310. It should be readily understood thatthe computing environment depicted in FIG. 3 is one example of apossible implementation according to the present disclosure, and thus,it should not to be considered limiting or exclusive.

The telematics control unit 320 can include communication and controlaccess to a plurality of vehicle computing modules such as, for example,a Controller Area Network (CAN) bus 327, one or more Engine ControlModules (ECMs) 330, a Transmission Control Module (TCM) 335, and/or aBody Control Module (BCM) 340. The telematics control unit 320 may alsoinclude a Global Positioning System (GPS) 345, and/or an infotainmentsystem 352. Control and/or communication with other control modules notshown is possible, and such control is contemplated.

In some aspects, the telematics control unit 320 may control aspects ofthe vehicle(s) 305 through the control modules 327-352 and implement oneor more instruction sets (not shown in FIG. 3) for controlling the smartroad system 100. For example, the ECM 330 may determine vehicle pathinformation, vehicle direction information, engine speed, etc., whichmay be used to instruct the smart road system 100. More particularly,the automotive computing system 310 may automatically generateinstructions and transmit those instructions to the road markingcontroller(s) 120 such that interactive LEDs on the roadway respondaccording to dynamically changing factors such as velocity vector(s) ofthe vehicle(s) 305. In other aspects, the telematics control unit 320may use the GPS to determine velocity vectors, vehicle position, andother information, and generate the vehicle information 150 forbroadcasting to the road marking controller(s) 120.

The one or more processor(s) 315 may utilize the memory 318 to storeprograms in code and/or to store data for performing aspects of thepresent disclosure, such as, for example, receiving from the memory 318,a vehicle message that includes a vehicle identification (ID) associatedwith the vehicle(s) 305, and broadcasting the vehicle message, via thewireless communication channel(s) 140. The memory 318 may be anon-transitory computer-readable memory.

The memory 318 may be one example of a non-transitory computer-readablemedium, and may be used to store programs in code and/or to store datafor performing various operations in accordance with the disclosure. Theinstructions in the memory 318 can include one or more separateprograms, each of which can include an ordered listing ofcomputer-executable instructions for implementing logical functions. Inanother exemplary implementation, some or all components of theautomotive computing system 310 may be shared with the telematicscontrol unit 320.

The memory 318 may store various code modules such as, for example, asecure communication controller (not shown in FIG. 3) for establishingthe one or more wireless communication channel(s) 140 (which may, insome embodiments, be encrypted channel(s)) between the road markingcontroller(s) 120 and the automotive computing system 310.

In one embodiment, the vehicle(s) 305 may broadcast the vehicle messagevia at least one wireless communications module (e.g., thetransmitter(s) 135 depicted on FIG. 1) onboard the vehicle(s) 305 and incommunication with automotive computing system 310. The vehicle messagecan include, for example, a vehicle type for the vehicle(s) 305, and alighting condition for lighting a plurality of light emitting diodes(LEDs) installed as part of the smart road system 100. For example, asthe vehicle(s) 305 approaches the road marking controller 120C, thevehicle(s) 305 may broadcast a vehicle message indicating that, amongother things, the vehicle(s) 305 is a passenger vehicle that uses asingle lane, is traveling with a velocity vector 365, and requests aparticular lane marking distance 350, which may be an approximatedistance from a present location of the vehicle(s) 305 to apredetermined distance (e.g., measured in feet, meters, etc.) in arelative direction identified by the velocity vector 365. Accordingly,in one example, the road marking controller(s) 120 may change an unlitsection 355 of the smart road system 100 to a lit section that isappropriate for the approaching vehicle(s) 305.

The smart road system 100 may include an array of light emitting diodes(LEDs) configured as a strip or series of strips that can be controlledto mark lane divisions on the road. For example, the lane divisions 350,depicted as standard dashed lines indicating that passing is possible,can be dynamically changed to other types of lane markings, such as asolid line 301, indicating that passing is not permissible. In otheraspects, the color of the lane markings may be changeable, e.g., fromyellow to white, red, and other colors that provide useful informationto drivers.

FIG. 4 depicts an example smart road system 400 with acomputer-controlled network of raised pavement markers, in accordancewith an embodiment. The smart road system 400 may be substantiallysimilar and/or identical to the smart road system 100 described in theprior figures. The system 400 may include, for example, a plurality ofLED array strips including 405, 410, 415, 420 425, 430, and 435. The LEDarray strips 405-435 may be configured in any conceivable configurationthat allows dynamic control of individual LEDs in the strips to marklane information, navigational information, safety information, etc., onthe smart road when instructed by the road marking controller(s) 120.For example, in one embodiment, the array strips 420, 425, 430, and 435may provide means for marking turn lanes at one time of the day, and maystay unlit to provide through lanes during other times of the day. Otherconfigurations are possible, and contemplated.

The LED array strips 405-435 may include a networked array ofindividually controllable LEDs that may be dynamically changeable usingthe road marking controller(s) 120.

FIG. 5 depicts an example array of LEDs that may be part of thecomputer-controlled network of raised pavement markers of FIG. 4, inaccordance with an embodiment. In an example embodiment, a plurality ofLEDs 505 are arranged in a rectangular array pattern. The plurality ofLEDs are connected together and to the road marking controller(s) 120via a LED bus 510. The configuration depicted in FIG. 5 is for exampleonly, and is not to be construed as limiting in number, configuration,and/or shape. It should be appreciated that any arrangement for the LEDarrays described herein is possible, and contemplated. It is furthercontemplated that the raised pavement markers may be arrayed on adurable mesh fabric or other material that can be adhered, embedded, orotherwise disposed on a surface of the smart road system 100.

FIG. 6 depicts an example smart road marking controller 600 that may beused to control the array of LEDs 500. The one or more smart roadcontroller(s) 600 may be substantially similar to and/or identical tothe road marking controller(s) 120 described herein. The environment andsystem of FIG. 6 as described herein can be implemented in hardware,software (e.g., firmware), or a combination thereof.

As shown in FIG. 6, a road marking controller(s) 600 may include the oneor more processor(s) 605, memory 610 communicatively coupled to the oneor more processor(s) 605, and one or more input/output adapters 615 thatcan communicatively connect with external devices. The road markingcontroller(s) 600 may operatively connect to and communicate informationwith one or more internal and/or external memory devices such as, forexample, one or more databases 630 via a storage interface 620. The roadmarking controller(s) 600 may include one or more network communicationsadapter(s) 625 enabled to communicatively connect the road markingcontroller(s) 600 with one or more network(s) 325. In some exampleembodiments, the network(s) 325 may be or include a telecommunicationsnetwork infrastructure. In such embodiments, the road markingcontroller(s) 600 can further include one or more telecommunicationsadaptor(s) 640. The road marking controller(s) 600 may further includeand/or connect with one or more input devices 645 and/or one or moreoutput devices 650 through the I/O adapter(s) 615.

The one or more processor(s) 605 are collectively a hardware device forexecuting program instructions (aka software), stored in acomputer-readable memory (e.g., the memory 610). The one or moreprocessor(s) 605 can be a custom made or commercially-availableprocessor, a central processing unit (CPU), a plurality of CPUs, anauxiliary processor among several other processors associated with thesmart road controller(s) 600, a semiconductor based microprocessor (inthe form of a microchip or chip set), or generally any device forexecuting computer instructions.

The one or more processor(s) 605 may be disposed in communication withone or more memory devices (e.g., the memory 610 and/or one or moreexternal databases 630, etc.) via a storage interface 620. The storageinterface 620 can also connect to one or more memory devices including,without limitation, one or more databases 630, and/or one or more othermemory drives (not shown in FIG. 6) including, for example, a removabledisc drive, a vehicle computing system memory, cloud storage, etc.,employing connection protocols such as serial advanced technologyattachment (SATA), integrated drive electronics (IDE), universal serialbus (USB), fiber channel, small computer systems interface (SCSI), etc.

The memory 610 can include any one or a combination of volatile memoryelements (e.g., dynamic random access memory (DRAM), synchronous dynamicrandom access memory (SDRAM), etc.) and can include any one or morenonvolatile memory elements (e.g., erasable programmable read onlymemory (EPROM), flash memory, electronically erasable programmable readonly memory (EEPROM), programmable read only memory (PROM), etc.

The instructions in the memory 610 can include one or more separateprograms, each of which can include an ordered listing ofcomputer-executable instructions for implementing logical functions. Inthe example of FIG. 6, the instructions in the memory 610 can include anoperating system 655. The operating system 655 can control the executionof other computer programs such as, for example a LED light array driverthat translates predetermined patterns for lighting road markingconfiguration(s) into computer-executable control signals. The operatingsystem 655 may provide scheduling, input-output control, file and datamanagement, memory management, and communication control and relatedservices.

The program instructions stored in the memory 610 can further includeapplication data 660, and instructions for controlling and/orinteracting with the computer through a user interface 665. For example,the memory 610 can include program instructions for determining adistance between the vehicle 616 and one or more roadway sensor(s)(e.g., the sensor(s) 125 depicted with respect to FIG. 1), fordetermining a dynamic condition associated with the vehicle 616 thatchanges with respect to time, and for controlling the plurality of LEDsbased at least in part on the distance between the vehicle 616 and thesensor(s) 125 and the dynamic condition associated with the vehicle 616.In other aspects, the program instructions stored in the memory 610 maycause the processor(s) 605 to receive a vehicle message (e.g., thevehicle information 150), which may include a vehicle ID and otherinformation, and control the array of LEDs 500 (which may include anynumber of the plurality of LEDs 505) based at least in part on thevehicle information 150.

The I/O adapter 615 can connect a plurality of input devices 645 to thesmart road controller(s) 600. The input devices can include, forexample, a keyboard, a mouse, a microphone, a sensor, etc. The outputdevice 650 can include, for example, a display, a speaker, atouchscreen, etc.

The I/O adapter 615 can further include a display adapter coupled to oneor more displays. The I/O adapter 615 can be configured to operativelyconnect one or more input/output (I/O) devices 645, 650 to the smartroad controller(s) 600. For example, the input device 645 can connect akeyboard and mouse, a touchscreen, a speaker, a haptic output device, orother output device including, for example, the array of LEDs 500. Theoutput devices 650 can include but are not limited to a printer, ascanner, the array of LEDs 500, and/or the like. Other output devicescan also be included, although not shown in FIG. 6. Finally, the I/Odevices connectable to the I/O adapter 615 can further include devicesthat communicate both inputs and outputs, for instance but not limitedto, a network interface card (NIC) or modulator/demodulator (foraccessing other files, devices, systems, or a network), a radiofrequency (RF) or other transceiver, a telephonic interface, a bridge, arouter, and the like.

According to some example embodiments, the smart road controller(s) 600can include a mobile communications adapter 640. The mobilecommunications adapter 640 can include a global positioning system(GPS), cellular, mobile, and/or other communications protocols forwireless communication.

The network(s) 325 may be the Internet, a private network, publicnetwork or other configuration that operates using any one or more knowncommunication protocols such as, for example, transmission controlprotocol/Internet protocol (TCP/IP), Bluetooth®, Wi-Fi, and cellulartechnologies such as Time Division Multiple Access (TDMA), Code DivisionMultiple Access (CDMA), High Speed Packet Access (HSPDA), Long-TermEvolution (LTE), Global System for Mobile Communications (GSM), andFifth Generation (5G), to name a few examples. The one or morenetwork(s) 325 can be an IP-based network for communication between thesmart road controller(s) 600 and any external device. The network(s) 325may transmit and receive data between the smart road controller(s) 600and devices and/or systems external to the smart road controller(s) 600.For example, network(s) 325 may transmit the vehicle information 150from the vehicle 616 to one or more of the road marking controller(s)120 and/or a remote server 670 that may be configured to provide mastercontrol of the road marking controller(s) 120. The network(s) 325 canalso be and/or include a packet-switched network such as a local areanetwork, wide area network, metropolitan area network, the Internet, orother similar type of network environment.

The network(s) 325 can operatively connect the processor(s) 605 to oneor more devices including, for example, the various road markingcontroller(s) (e.g., the road marking controller(s) 120) with which theroad marking controller(s) 600 may be networked. The network(s) 325 canalso connect the smart road controller(s) 600 to one or more serverssuch as, for example, the server 670.

FIGS. 7-9 depict various configurations for controlling the plurality ofLEDs 505. Looking first at FIG. 7, in one embodiment, a plurality ofvehicles that include vehicles 705, 710, and 715 are depicted on a smartroad system 700, in accordance with an embodiment. The smart road system700 may be substantially similar to and/or identical to the smart roadsystem 100 of FIG. 1. Looking first at FIG. 7, a smart road system 700is depicted as including three LED array strips 720, 725, and 730 thattogether form four lanes of traffic (Lane 1, Lane 2, Lane 3, and Lane 4,respectively). The center LED array strip 725 may be configured to be asolid (non-passing) lane divider when traffic is generally substantiallyequal in two directions (west-bound traffic 735 and east-bound traffic740). The two passing lane dividers formed by the top LED array strip720 and the bottom LED array strip 730 are configured as passing lanesfor the west-bound traffic 735 and the east-bound traffic 740,respectively. In one aspect, the road marking controller(s) 120 mayconnect with the LED array strips 720-730 via a LED bus 755. The roadmarking controller(s) 120 may alter the configuration of the LED arraystrips 720-730 based on various desired patterns of configuration.Selecting the pattern may include using a default pattern (e.g., thepattern shown in FIG. 7 or another), determining a volume of traffic inone or more directions, determining a vehicle distance between thevehicle and a roadway sensor, determining a dynamic condition associatedwith the vehicle(s) with respect to time, and/or receiving a controlsignal from a remote server (e.g., the server 670 depicted in FIG. 6).

The remote server 670 may control the smart road system 700 based onknown emergency situations, for example. In one aspect, if a hurricaneor other dangerous weather is approaching from the east, and evacuationis taking place, it may be beneficial to control the plurality of LEDscentrally such that entire geographic regions may be consistently andspecifically evacuated. For example, FIG. 8 depicts an illustrativeemergency situation where west-bound traffic is configured as anevacuation route 805, and east-bound traffic is configured as anemergency vehicle access route 810. In this example, the controlmechanism may be the server 670, and/or the road marking controller(s)120.

In another embodiment, an emergency vehicle 815 may generate the controlsignal that causes the road marking controller(s) 120 (not shown in FIG.8) to control the plurality of LEDs based at least in part on theroadway marking pattern for lighting a plurality of LEDs (e.g., the LEDarray strips 720-730) to form a LED roadway marking pattern.

FIG. 9 depicts an embodiment of a smart road system 900 which mayinclude a plurality of LED arrays 995 that are operatively connectedwith one or more road marking controller(s) 120. Various vehiclestraveling on the road system 900 may communicate identifying informationassociated with their respective vehicles (described in part in variousfigures as the vehicle information 150.) to the road markingcontroller(s) 120 via the wireless communication channel(s) 140 (FIG.1). Two detailed examples of vehicle information are provided, includingthe vehicle information 910 and the vehicle information 970.

As depicted in FIG. 9, the road marking controller(s) 120 may use thevehicle information 910 and 970 to determine appropriate lightingpatterns for the LED road markers, and generate the control mechanismsthat dynamically change the LED arrays 995 according to traffic andother inputs. For example, a vehicle 905 may be configured and/orprogrammed to transmit vehicle information 910 stored in a computermemory of an automotive computing system 915, by broadcasting the signalto one or more listening sensor(s) (e.g., the sensor(s) 125 in FIG. 1).The sensor(s) 125 may be embedded in the smart road system 900 as shownin FIGS. 1 and 2. In other embodiments, the vehicle information 910and/or 970 may be encoded directly into the transmitting mechanisms suchas in the case of passive RFID tag transmitter(s).

In some embodiments, the vehicle information 910 and/or 970 may includedata for instructing the road marking controller(s) 120 to determine,based at least in part on the vehicle information 910, a roadway markingpattern for lighting a plurality of LEDs (e.g., 505) associated with theroadway marker(s). The LED arrays 995 include the plurality of LEDs thatmay remain unlit or dark until they receive a control signal from theroad marking controller(s) 120. It should be appreciated that, althoughthe LED arrays 995 are depicted in FIG. 9 as having various patterns,dashes, etc., in the unlit state the LED arrays are depicted as whitespace. The roadway markers are the lane dividers and other roadwaymarkings needed to control the flow of traffic on the roadway.

The data can include a message ID 920 that uniquely identifies a vehiclemessage and/or a particular vehicle 905, a lane marking distance 925that determines a distance required or requested for marking theroadway, a vehicle path and/or direction 930 that indicates a direction(and/or a velocity vector) for the vehicle 905, a vehicle type 935 forthe vehicle 905, a number of lanes required 940 for the vehicle 905, andcolor information 945, 950 associated with the lane marker request.

Using the vehicle 905 as an example, the automotive computing system 915and/or the transmitters(s) onboard the vehicle 905 (not shown in FIG. 9)may transmit the vehicle information 910 to any sensor(s) of the smartroad system 900 listening for the signal(s). The road markingcontroller(s) 120 may determine a distance between the vehicle 905 and aroadway sensor by comparing time-incremented signal samples, andcalculating vehicle velocity based on a starting and ending position ofthe vehicle with respect to time. Although this disclosure omits certaindetails of the distance calculation for the sake of brevity, it isappreciated that determining distances between stationary sensors andmoving objects is known in the art of signal processing, and thus, notsubstantively relevant to discussion of the instant embodiment. In someembodiments, the road marking controller(s) 120 may determine a dynamiccondition associated with the vehicle 905, which may change with respectto time, such as, for example, the vehicle path direction 930 (providedby the vehicle computer), and/or a calculated velocity vector for thevehicle 905.

In some aspects, the dynamically changing information may include acalendar date value such as the holiday Memorial Day which can behistorically indicative of particularly heavy traffic in, for example, asingle direction of travel. In other aspects, the dynamically changinginformation may be and/or include a time value (e.g., at time at whichrush hour traffic is expected to begin). In other aspects, thedynamically changing information may include a value indicative of aweather condition proximate to the vehicle 905. For example, in heavyrain conditions, it may be prudent to limit passing ability betweenlanes, or to change a color or light intensity associated with the LEDs.Accordingly, controlling the plurality of LEDs based at least in part onthe distance between the vehicle and the first roadway sensor and thedynamic condition associated with the vehicle can include changing alight intensity, a voltage supplied to the LEDs, a color of output lightusing the LEDs, and other changeable factors.

In another example for control of the road markers, the road markingcontroller(s) 120 may pass control of the plurality of LEDs from a firstroad marking controller (e.g., 120C) to a second road marking controller(e.g., 120B, 120A, etc.) based at least in part on one or more of anupdated distance between the vehicle 905, the first roadway sensor (notshown in FIG. 9), and the distance between the vehicle 905 and a secondroadway sensor (not shown in FIG. 9). It should be appreciated thatdistances between the vehicle 905 and the roadway sensor(s) can indicaterelative vehicle velocities and position, such that a vehicle that haspassed a controlling road marking controller may still benefit from roadmarker control even after having passed the controller, because thecontrolling mechanism for lighting the LEDs follows the vehicle 905 asit progresses along the route. For example, if the vehicle 905 is theonly vehicle on the smart road system 900 late at night, the roadmarkers spanning a distance 955 in front of the vehicle 905 may stayconsistently lit, where the other areas of the LED array remain unlit(e.g., an unmarked LED array 960) until the vehicle 905 approaches. Insome aspects, this feature may conserve power, and reduce any potentiallight pollution.

In another aspect, a vehicle that requires a wide berth (e.g., a tractortruck 965) may provide vehicle information 970 that includes informationindicating the need for more room on the smart road system 900. Forexample, the lanes required field 975 may indicate the need for twolanes of traffic to accommodate a wide load. In some aspects, the roadmarking controller(s) 120 may provide a section 980 behind the tractortruck 965 that prevents vehicle passing, lane changes, etc. The vehicle985 in the passing lane of traffic may see the section 980, and bealerted by the solid line as to a dangerous situation that could becreated if the vehicle 985 were to attempt to pass the tractor truck965. In other aspects, the right lane color request section of thevehicle information 970 may provide color change request information 997for changing a color of the lane dividers. For example, emergencyvehicles can the color output of the LEDs in the road markers, which maynotify when the emergency vehicles are reacting to an emergencysituation.

In another embodiment, a police vehicle can change lane markings to acolor (e.g., blue), which may provide an advance warning that signalsdrivers ahead of approaching police vehicles move to a different lane.In another example, a fire truck automotive computer system may transmitautomobile information configured to turn the lane markings to blue orred to signify response to an emergency situation. Other examples arepossible, and contemplated.

FIG. 10 is a flowchart of an example method 1000 of the presentdisclosure. The method generally includes a step 1005 of positioning afirst roadway sensor associated with a first road marking controllerwith a plurality light emitting diodes (LEDs).

Next, the method includes a step 1010 of determining a distance betweena vehicle and the first roadway sensor.

Next, the method includes a step 1015 of determining a dynamic conditionassociated with the vehicle that changes with respect to time.

Last, the method includes a step 1020 of determining a distance betweena vehicle and the first roadway sensor controlling the plurality of LEDsbased at least in part on the distance between the vehicle and the firstroadway sensor and the dynamic condition associated with the vehicle.

In the above disclosure, reference has been made to the accompanyingdrawings, which form a part hereof, which illustrate specificimplementations in which the present disclosure may be practiced. It isunderstood that other implementations may be utilized, and structuralchanges may be made without departing from the scope of the presentdisclosure. References in the specification to “one embodiment,” “anembodiment,” “an example embodiment,” etc., indicate that the embodimentdescribed may include a particular feature, structure, orcharacteristic, but every embodiment may not necessarily include theparticular feature, structure, or characteristic. Moreover, such phrasesare not necessarily referring to the same embodiment. Further, when afeature, structure, or characteristic is described in connection with anembodiment, one skilled in the art will recognize such feature,structure, or characteristic in connection with other embodimentswhether or not explicitly described.

It should also be understood that the word “example” as used herein isintended to be non-exclusionary and non-limiting in nature. Moreparticularly, the word “exemplary” as used herein indicates one amongseveral examples, and it should be understood that no undue emphasis orpreference is being directed to the particular example being described.

A computer-readable medium (also referred to as a processor-readablemedium) includes any non-transitory (e.g., tangible) medium thatparticipates in providing data (e.g., instructions) that may be read bya computer (e.g., by a processor of a computer). Such a medium may takemany forms, including, but not limited to, non-volatile media andvolatile media. Computing devices may include computer-executableinstructions, where the instructions may be executable by one or morecomputing devices such as those listed above and stored on acomputer-readable medium.

With regard to the processes, systems, methods, heuristics, etc.described herein, it should be understood that, although the steps ofsuch processes, etc. have been described as occurring according to acertain ordered sequence, such processes could be practiced with thedescribed steps performed in an order other than the order describedherein. It further should be understood that certain steps could beperformed simultaneously, that other steps could be added, or thatcertain steps described herein could be omitted. In other words, thedescriptions of processes herein are provided for the purpose ofillustrating various embodiments and should in no way be construed so asto limit the claims.

Accordingly, it is to be understood that the above description isintended to be illustrative and not restrictive. Many embodiments andapplications other than the examples provided would be apparent uponreading the above description. The scope should be determined, not withreference to the above description, but should instead be determinedwith reference to the appended claims, along with the full scope ofequivalents to which such claims are entitled. It is anticipated andintended that future developments will occur in the technologiesdiscussed herein, and that the disclosed systems and methods will beincorporated into such future embodiments. In sum, it should beunderstood that the application is capable of modification andvariation.

All terms used in the claims are intended to be given their ordinarymeanings as understood by those knowledgeable in the technologiesdescribed herein unless an explicit indication to the contrary is madeherein. In particular, use of the singular articles such as “a,” “the,”“said,” etc. should be read to recite one or more of the indicatedelements unless a claim recites an explicit limitation to the contrary.Conditional language, such as, among others, “can,” “could,” “might,” or“may,” unless specifically stated otherwise, or otherwise understoodwithin the context as used, is generally intended to convey that certainembodiments could include, while other embodiments may not include,certain features, elements, and/or steps. Thus, such conditionallanguage is not generally intended to imply that features, elements,and/or steps are in any way required for one or more embodiments.

That which is claimed is:
 1. A computer-implemented method forcontrolling a plurality of dynamic pavement markings on a roadway,wherein the roadway comprises a first roadway sensor associated with afirst road marking controller, the computer-implemented methodcomprising: determining a distance between a vehicle and the firstroadway sensor; determining a dynamic condition associated with thevehicle that changes with respect to time; and controlling, based atleast in part on the distance between the vehicle and the first roadwaysensor and the dynamic condition associated with the vehicle, aplurality of optical elements on the roadway.
 2. Thecomputer-implemented method according to claim 1, wherein the dynamiccondition is one or more of a velocity vector of a vehicle, a datevalue, a time value, and a value indicative of a weather conditionproximate to the vehicle.
 3. The computer-implemented method accordingto claim 1, wherein controlling the plurality of optical elements basedat least in part on the distance between the vehicle and the firstroadway sensor comprises: receiving, from a vehicle computing system, avehicle message comprising a vehicle identification (ID); andcontrolling the plurality of optical elements based at least in part onthe vehicle message.
 4. The computer-implemented method according toclaim 3, further comprising determining, based at least in part on thevehicle message, a roadway marking pattern for lighting the plurality ofoptical elements associated with one or more roadway markers; andcontrolling the plurality of optical elements based at least in part onthe roadway marking pattern for lighting the plurality of opticalelements.
 5. The computer-implemented method according to claim 1,further comprising: receiving, via a telecommunications adaptor, aninstruction set comprising instructions for controlling the plurality ofoptical elements; and controlling the plurality of optical elementsfurther based, at least in part, on an instruction set received from aserver associated with the first road marking controller.
 6. Thecomputer-implemented method according to claim 1, further comprisingdetermining, based at least in part on a vehicle message, a vehicle typeassociated with the vehicle, and controlling the plurality of opticalelements based at least in part on the vehicle type.
 7. Thecomputer-implemented method according to claim 1, wherein the dynamiccondition comprises one or more of a vehicle path and a vehiclevelocity.
 8. The computer-implemented method according to claim 1,further comprising determining an updated distance between the vehicleand the first roadway sensor; determining the dynamic condition, whereinthe dynamic condition comprises one or more of a vehicle path, a vehicledirection, and a vehicle velocity; and lighting one or more of theplurality of optical elements based at least in part on the updateddistance between the vehicle and the first roadway sensor and thedynamic condition.
 9. The computer-implemented method of claim 1,further comprising: selecting a second road marking controller based atleast in part on the distance between the vehicle and the first roadwaysensor and the dynamic condition; and passing control of the pluralityof optical elements from a first road marking controller to the secondroad marking controller.
 10. The computer-implemented method accordingto claim 1, further comprising: determining an updated distance betweenthe vehicle and the first roadway sensor; and passing control of theplurality of optical elements from the first road marking controller toa second road marking controller based at least in part on one or moreof an updated distance between the vehicle and the first roadway sensor,and a distance between the vehicle and a second roadway sensor.
 11. Acomputer-implemented method, comprising: receiving, via an automotivecomputing system processor onboard a vehicle, a vehicle messagecomprising a vehicle identification (ID) associated with the vehicle;and broadcasting the vehicle message, via at least one wirelesscommunications module onboard the vehicle and in communication with theautomotive computing system, the vehicle message, comprising: a vehicletype for the vehicle; and a lighting condition for lighting a pluralityof light emitting diodes (LEDs) installed on a road.
 12. Thecomputer-implemented method according to claim 11; wherein the vehiclemessage is configured to cause a road marking controller associated withthe plurality of LEDs to control the plurality of LEDs.
 13. Thecomputer-implemented method according to claim 11, wherein the vehiclemessage comprises information indicative of a lane marking distance forcontrolling the plurality of LEDs.
 14. The computer-implemented methodaccording to claim 11, wherein the vehicle message comprises informationindicative of a vehicle type associated with controlling the pluralityof LEDs.
 15. The computer-implemented method according to claim 11,wherein the vehicle message comprises information indicative of a numberof lanes associated with controlling the plurality of LEDs.
 16. Thecomputer-implemented method according to claim 11, wherein the vehiclemessage comprises information indicative of a lane color associated withcontrolling the plurality of LEDs.
 17. A system, comprising: aprocessor; and a memory for storing executable instructions, theprocessor configured to execute the instructions to: determine adistance between a vehicle and a roadway sensor; determine a dynamiccondition associated with the vehicle that changes with respect to time;and control a plurality of light emitting diodes (LEDs) based at leastin part on the distance between the vehicle and the roadway sensor andthe dynamic condition associated with the vehicle.
 18. The systemaccording to claim 17, wherein the dynamic condition is one or more of avelocity vector of a vehicle, a date value, a time value, and a valueindicative of a weather condition proximate to the vehicle.
 19. Thesystem according to claim 17, wherein the processor configured tocontrol the plurality of LEDs based at least in part on the distancebetween the vehicle and the roadway sensor comprises: receiving, from avehicle computing system, a vehicle message comprising a vehicleidentification (ID); and controlling the plurality of LEDs based atleast in part on the vehicle message.
 20. The system according to claim19, wherein the processor is further configured to: determine, based atleast in part on the vehicle message, a roadway marking pattern forlighting the plurality of LEDs associated with one or more roadwaymarkers; and controlling the plurality of LEDs based at least in part ona marking pattern for controlling the plurality of LEDs.